Gas-engine



/ 6 Sheets--Sheet I. H. C. BAKER.

' GAS ENGINE. ,249. f Patented July '7, 1896.

` (No Model.)

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Wl' tnedses (No Model.)

6 Sheets-Sheet 2,

H. .0. BAKER.

- GAS ENGINE.

Patented` July 7,1896.

(No Model.) e sheets-sheen s.

H. C. BAKER. GAS ENGINE.

Patented July 7, 1896-.

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(No Model.)

6 Sheetsfsheet 4. BAKER. GAS ENGINE.

Patented July 7, 1896.

Inventar.'

6 sheets-sheet 5. H. C. BAKER.

GAS ENGINE.

j Patented July '7, 1896.

/W 0 .A 1 Y' K mm f m w mm E i (No Model.)

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H.C.IBAKBR.

6 Sheets-Sheet 6.

GAS ENGINE.

(No Model.)

Patented July '7, 1896.

. o wb UNITED STATES PATENT OFFICE,

1 HURBERT c. BAKER, oF HARTFORD, CONNECTICUT'.

GAS-ENGINE.

SPECIFICATIN forming part of Letters Patent No. 563,249, dated July 7,,1896; I

Application filed August 17, 1895.

' air and the vapor of naphtha or other volatile liquid hydrocarbon.

One object of my present invention is to I produce an improved, compact,durable, and

efficient engine of the class specified, and one which will run at ahigh rate of speed and develop the maximum amount of powe'r for a givenquantity of gas consumed, and one which will also operate with arelatively uniform rotative eiiectgwith little noise', and with aminimum amount of frictionof the working parts.

Another object of my invention is to pro-` vide, in connection withthegas-engine, improved means for the automatic production of the gas orcombustible mixture in quantities proportioned to the work'performed bythe engine, -and whereby the supply of gaswhich in this engine iscarried to and is exploded in the piston cylinder or cylindersisautomatically decreased and increased in proportion to the increase anddecrease, respectively, in the speed of the engine 'when said engine isrunning below its speed limit, and is automatically shut oi when theengine reaches its speed limit.

Anotherv object of my invention is to furnish an improved gas-enginehaving a series of cylinders equidistantly disposed about a crank-shaft,with their axes parallel to each other and to saidcrank-shaft, andvhaving pistons operatively connected with the crankshaft by means of auniversally-oscillating connector or vcompound lever, and havingimproved means for producing ythe explosive mixture and introducing thesame'into the exploding ends `ot' the successive cylindersalternately,"and also having improved ignit-' ingmeans controlled by the-crank-,shaft for Serial No. 559,5193. (No model.)

Another object of my invention is to so I construct and organize theseveral coperative mechanisms of the gas-engine that each piston willhave a double reciprocation between each. explosion, and will have anaction in alternating relation with the other pistons,

andwhereby the explosive mixture will beirst drawn into theexploding-chamber by one forward stroke of the piston,'will then becompressed by a backward 4stroke of the piston, after whichthe-ignitingmechanism will operate to explode the compressed combustiblemixture, which will drive the piston' forward, after which the productsof' combustion are exhausted upon-the next backward stroke of saidpiston.

Another object of my invention is to furnish improved valve mechanismdirectly actuated by the crank-shaft for properlycontrolling aud timingthe induction of the explosive mixture to the combustion-chambers oftheseveral cylinders, and for controlling 'andtiming the exhaust of theproducts `ot` combustion, so that the piston will, in pointof'rtime,have eifective operations alternately.

r In'the preferred embodiment of my invention' herein shown anddescribed the gas-engine comprises, in part, a suitable. bed orframework; a crank-shaft journaled for rotation in suitable bearing insaid. bed; one or more cylinders substantiallyin axial parallelism withthe crank-shaft; one or more pistons operatively connected with thecrank-shaft by means of a reciprocatory connector; an induction andeduction port communicating with each cylinder;- gas producing andcontrolling mechanism embodying a rotative feed-valve actuated by thecrank-shaft, and a governor controlled by the speedv of the crank-shaftand having means for eifecting a variation inpthe feeding capacity ofthe valve in proportion to the speed of the crank-shaft; al rotativeengine valve driven from the crank-shaft, and adapted for controllingtheinduction of the gaseous mixture to each cylinder,and also forcontrolling the exhaust; and igniting apparatus controlled by thecrank-shaft for igniting the gaseous mixture lin each cylinder to eiectan explosion of the loo same at the required time and cause the pistonto move forward, all substantially as hereinafter described, and moreparticularly set forth in the claims.

In the drawings accompanying and forming part of this specification,Figure 1 is a sectional side elevation of the gas-engine, said sectionbeing taken on the longitudinal line drawn through the center of theengine. Fig. 2 is a sectional end view of the engine, taken in dottedline b b, Fig. 1, looking ytoward the right hand in said figure. Fig. 3is A the cylinders and the induction and exhaust ports of theengine-valve. Fig. 5 is a crosssectional view, on a relatively smallscale, of

a portion of the engine, taken in dotted linel d d, Fig. 1", and showsthe position of the engine-valve on the explosion of the mixture in theupper cylinder, in which position the induction-port of the valve is incommunication with, and explosive mixture is being drawn into, the lowerleft-hand cylinder, and the exhaust-port of said valve is' incommunica-- tion with, and the products of combustion are beingexhausted from, the lower right-hand cylinder. Fig. 5 is the rst one ofa series of groups of figures illustrating successive positions of theengine-valve and the relative positions of two pistons during twocomplete rotations of the crank-shaft or one complete cycle of movementsof the engine-valve. Fig.' 6 is a vertical longitudinal section of aportion of the engine, taken in. dotted line e e, Fig. 5,

looking toward the left hand in said figure,and shows the upper andlower right-hand pistons in the relative positions they occupy when theengine-valve is in the positionshown in Fig. 5. Fig. 7 is a sectionalview similar to Fig. 5, showing the engine-valve advanced suloiently tobring itsexhaustlport into communication with the upper cylinder andwith its induction-port in ycommunication with the lower right-handcylinder. In this `position of the valve the upper cylinder is being.exhausted, the lower right -hand cylinder is drawing in gaseousmixtures, and the mixture which was drawn into the lower lefthandcylinder on the preceding operation of the valve is being compressed.Fig. 8 is a sectional view similar to Fig. 6, showing the n relativepositions of the same piston when cylinder.

upper cylinder is drawing in explosive mix-v t-he valve is in theposition shown in Fig.'7. Fig 9 is a cross-sectional view similar toFigs. 5 and 7, showing the engine-valve advanced suiiiciently to bringits inductionport partly in communication with the upper In thisposition of the valve the ture, the lower right-hand cylinder iscompressing the mixture drawn into it on the last preceding operation ofthe valve, and

the gaseous mixture which was compressed in the 'lower left-hand`cylinder on the last preceding operation of the valve andcylinder-piston is being exploded.n Fig. 10 is a vertical sectionsimilar to Figs. 6 and 8, and shows the relative positions ofthe twopistons shown in Figs. 6 and 8'when the valve is in the position shownin Fig. 9. Fig. 11 is a cross-sectionalview similar to Figs. 6, 7, and9, showing the next succeeding or third position of the engine-valve,and shows the exhaust-portvof the valve in communication with the lowerleft-hand cylinder and the ports of the other cylinders closed. In thisposition of the valve the piston of the upper cylinder is on its returnor backward stroke and is compressing the gaseous mixture contained inthe exploding end of said cylinder,

whilethe gaseousmixture compressed in thelower right-hand cylinder bythe last preceding operation of the piston of said-cylinder isbeingexploded and the products of combustion in the lower left-handcylinder are being exhausted. Fig. 12 is a vertical section' simi- IOOwhat will be sometimes herein termed the l naphtha-valve,said figurebeing intended to illustrate the arrangement and operation of thefeed-regulator. Fig. 14 is a cross-sectional view, taken in dotted lineff, Fig. 13,

lookin g toward the left hand in said figure and compared with itscapacity when the feedregulator is in the position'shown in Fig. 13.

Fig.` 16 is a sectional side elevation similar to Fig. 1.5,of the valve,lshowing the feed-regulator in the position itoccupies when the enginehas reached its speed limit and the regulator is in the position to cutoff the supply of liquid. Fig. 17 is a side elevation, on a relativelylarge scale, of the engine-Valve def i tached. Fig 18 is an end view ofsaidengi-ne-- valve as seen from the left hand in Fig. V17. Y

Fig. 19 isan end 'View of said engine-valve as seen from the righthandinFig. 17.- Fig. 20gv is a cross-sectional view of the engine-valve, I V

taken in dotted line g g, Fig. v17,1ookii1g toward the left hand-in saidfigure. Fig. 21,is a cross-sectional View of said valve, taken in dottedline g g, Fig. 17, and looking toward the right hand in said figure.Fig. 22 is a side view, on a relatively large scale, of the igniter or@ark-producingy device of the ignition apparatus. section of saidigniter. Fig. '24 is a cross# sectional view of said igniter, taken inline h h, Fig..22,looking toward the right hand in `said gure. Fig. is aplan view of a 4portion of the gasengine as seen from above in Figs. 1,2, and 3, said figure being intended to illustrate the relativepositions of the gas producing and igniting apparatuses. i Figs. 26, 27,and 28 are similar graphic diagrams, illustrating, in the order of theirnumeration, three successive explosions of the mixtures in the threeengine-cylinders, and illustrating the alternating order of explosionsrelatively to the three successive cylinders, the group of figuresillustrating one cycle of explosions alternately in successive cylindersduringl one and one-third of a revolution of the crank-shaft oftheengine. Fig. 29 is a diagrammatic view illustrating one form of electricignition apparatus in circuit with the three cylinders of thegas-engine. Fig. 30 is .an end view of one form of revoluble commutatoror three-way switch as seen from the left hand in Fig. 3l. Fig. 31 isaside view of "said three-way switch; and Fig. 32 is a cross-sectionalviewpf said three-way switch, taken indotted line I I, Fig. 31, andlooking toward the left hand in said figure.

Similar characters designate like parts in all the figures of thedrawings.

Asra preliminary to the general description, construction, and mode ofoperation of the several mechanisms of my improved gas-engine, it isdesired to state that, while I prefer to use a mixture of naphtha andair for generating a highly-combustible gas for operating the engine,any suitable liquid hydrocarbon mixed with air may be employed for thispurpose. For instance, a combustible gas may be generated for thispurpose by forcing 'air through such liquid hydrocarbons as petroleum,rock-oil, kerosol, rhigol, gasolene, canodol, benzin, ligroine,petrolin, petroleum-ether, spirits of petroleum, dac., the

volatile products of which, when mixed with air, form explosive mixturesadapted for the purposes of the present invention, and inasmuch as allhydrocarbons which can be employed for this purpose will, when mixedwith air, generate an explosive gas, this product-which constitutes theexplosive charge for the cylinder or cylinders of the eng-inewill, forconvenience, be hereinafter referred to as gas In the preferredembodiment thereof herein shown and described, the gas-engine has threecylinders, which are designated by C', C2, and C3, respectively, whichare equidis; tantly disposed about andare in parallelism with the mainor crank shaft, (designated by It will be understood, however, that oneor any sui/table number of cylinders, arranged inxany suitable manner,may be employed within the scope and limits of my in- Fig. 23 is alongitudinalv -vention, although in most cases it is preferable toemploy three cylinders arranged as shown in the drawings. Therefore I donot desire to limit my invention to any particular number of cylindersorto the particular arrangement thereof.

In the present instance, the cylinders C', C2, and C3 of the engine areshown 'integral with a base or framework. This framework or base-whichis designated in a general way by F, and which may be of any suitableconstruction for carrying the fixed and operative parts of theengine-will preferably comprise the bed-plate 3, the rear end wall 4,the two side walls 5 and 6, which rear and end walls are shown iiangedat their upper ends, as at 7, and the main body portion 8, in which bodyportion 8 the cylinders C', C2, and C3 are formed, and in which theports of the cylinders are located, as will be understood by referenceto Figs. 1 to 5, inclusive, of the drawings.

It will be understood, that while it is desirable to cast the cylinderand framework in one piece, the framework might be made in severalpieces bolted together, and the cylinders might be made separately andsecured to the framework in any suitable manner.

The main shaft D of the engine, which will be herein termed thecrank-shaft, is shown supported at its rear end in a suitable bearing 9,formed in the rear wall/1 of the framework, and is shown supported atits forward end in a bushing 10, secured in a bore in the main bodyportion of the framework. This shaft is preferably located in horizontalparallelism with the axes of, and midway between the three cylinders C',C2, and C3, and is provided at its forward end with a crank 12, as willvbe understood by reference to Fig. 1 of the drawings.

As a simple and convenient means for suppl ying gars in regulatedquantities,alternately, to the three cylinders C', C2, and C3 at regularintervals, I have shown the engine provided with one engine-valve,(designated in a general way by E,) which will preferably be located ina valve-chest E' intermediate between two cylinders, and communicateswith said three cylinders through port-passages c', c2, and c3,respectively; but it willbe obvious that a separate valve might beemployed in direct communication with each cylinder. In the preferredfform thereof herein shown this engine-valve E, which is in the natureof a rotary plugvalve, and which is seated for rotation in the conicalvalve-chest E', is peripherally grooved slightly remote from its oppo-IOO los

IIO

site ends thereof, to form, when said valve is seated in thevalve-chest, a gas-supply chamber 13 of considerable areal near therearward end of said valve, and an exhaust-'chamber -14 of considerableareaat the`forward end of said valve, as will bereadily understood byreference to Fig. 1 of the drawings.V By grooving the valve slightlyremote from its opposite endsas descrbed,cylindrical journals 13 and 14are formed at the extreme end of the valve-body, which have bearings atthe ex- A` treme ends of the valve-chest.

ply or inlet pipe P2 leads into the supply- The gas-supchamber 13 orsupply end of the valve-Chest E from one side thereof, as shown mostclearly in Fig. 4, and exhaust-pipe P leads out from the exhaust-chamber14 or exhaust end of the valve-chest at one side thereof, as shown insaid Fig. 4, and as will be hereinafter more fully described.

' requisite area formed longitudinally in the periphery of.k the valve.This valve E is actuated directly from the crank-shaft D through themedium of a driving-pinion 17, fixed to saidA crank-shaft, which Vmesheswith a driven pinion 18, fixed to the rearward end of the valve-stem 19,which valve-stem is' seated in an elongated bearing 20 of a capplate 21,fixed to the open end of the valve-n A vertically disposed and havingtheir outer chest.

'As a means for keeping theplug-valve to its seat, the interior of thevalve-stem,

bearing 20 is enlarged at its inner end lto receive a seating-spring 22,which is in the nature of aspiral spring carried upon the valvestemintermediate to the reduced outer end 4o by reference to Fig. 1 of thedrawings.

of the bearing 2O and journal 13 of the valve E, said spring having abearing at its outer lend against a washer 23, loosely mounted upon thevalve-stem 19, as will be understood This valve is geared to thecrank-shaft and timed to make one -complete rotation to every twocomplete rotations of said shaft, and rotatesin an opposite direction tothe crank-shaft,- so as to supply gas `alternately to :the threecylinders at each two vcomplete reciprocations vof the pistons of saidcylinders.

To prevent overheating of the cylinders 'and valve-chest, a water-space24 is formed .j around saidcylinders and valve-chest, after the usualmanner of engine constructiomaj fconstant circulation of `Water beingmaintained in the 'water-space around the cylingSuQrs and valve-chestAthrough the-.inlet and' outlet opening 24. in.a1`1y suitablemanner. Thepistons*Grfnfy 'andl Gbf `the'. cylinders A o', o2, and o3,respectively-:whim pistons y -may be of any suitable generalconstructionare each shown tubular and open atthe for-v ward endsthereof; and each .piston has an -adjustable-bal1-socket 25 in theforward'face vof the .piston-.head thereof adapted to receive -a -ballupon a piston-rod. -1 The :piston-rods"A (designated ina general way'byg",`g,lan'd g3, respectively)v are each shown provided"withla;` -ball 26and 26', `one at each end thereof, the

balls 26 of which are seated for universalv Vmove-ments in theball-sockets 25 of the piston-head, and the balls 26' of which areseated for universal movements in ball-sockets 27, formed in the outerend of the radially-disposed arms 28 of the universally oscillatorycrank-shaft actuator or rock-beam, comprising two members, (designatedin a general way by H and K, respectively-,) the actuating member H ofwhich has a stem 29, concentric to the centersof the ball-sockets 27,and is connected -at its rearward end to the crank 12 of the crank-shaftD, as will be readily understood by reference to Fig. 1 of the drawings.

As a novel and convenient means for supporting the oscillatory actuatoror rocking beam in operative relation with the longitudinal axes of thethree cylinders and at the same time facilitatea free universal movementor rocking beam of said actuator while preventing the same from turning,I have provided, in connection with the main actuating member H, auniversally-movable 'carrying member, (designated in a general way byK,) which, -in the preferred form thereof herein' shown, comprises fourradially and rectangularly disposed arms 30 and 30' and 31 and 31', theones 30 and 30 bei-ng normally ends pivotally seated in bearings 32 and32 upon the-crank-'shaft actuator H,and the arms 31 and 31 beinghorizontally disposed and in fixed bearings-33 and 33 upon the frame-Work of the engine, as will vbe readily understood by acomparison ofFigs. 1 and 3 of the drawings.

'By the construction vand organization of vconnecting and actuatingmechanism between the piston and crank-shaft I `am enabled to maintain ayfixed operative relation between the parts ofsaid connection and eect auniform movement of said parts with comparatively little lost motion.

As a convenient and improved means for supplying liquid hydrocarbon tothe engine,

' and also as a means for increasing and decreasing the quantity of thesupply in proportion 4to the speed of the engine, and for cutting edthesupply when the engine has reached its speed limit, I have provided,in yconnection with the induction-chamber of the engine-valve, a.rotative 'supply-valve., which wi1l`be herein termed the feed-valve oreral way by L,) which feed-valve is actuated directly upon thecraukshaft,`as hereinafter ydescribed, Zand in connection withsaidfeedoperation by the movement of the crankshaft-D. v v

modef "operation of the feed-valve and-reguliting apparatus -it isdesired to statethat Before describing the vconstruction and IOO havingtheir vouter ends pivotally supported IIO the .,naphthavalve,(designated in a genvalve I have provided a regulating orfeedlvalve-regulator apparatus, (designated in a general wayby M,) whichis controlled in its the working strokes of the pistons are relativelyshort as compared with 'the length of their cylinders and have theirextreme backward stroke terminated at points remote from the inner en dof the cylinders, so as to leave a space of considerable area at theinner end of said cylinders, as shown at 35, which spaces constitute theexplosion-chambers for the explosive charge.

Brieiy stated, the liquid hydrocarbon is supplied to the feed-valve froma suitable supply-pipe P2, is carried around and deposited in theinlet-pipe P of the engine-valve E, where it is mixed with airintroduced by a suitable pipe P3 in communication with the pipe P',whence the gas 4generated by the mixture of the gas and air isintroduced through the engine-valve into the port-passages c', c2, andc3 alternately, and thence to the exploding-chambers 35 of thepiston-cylinders C', C2, and C3, where said gas is compressed, ignited,and exploded, in a manner hereinafter more fully set forth. i Thenaphtha or liquid supply apparatus, in the preferred form/ thereofherein shown and described, is located at one side of and slightly abovethe engine-valve E, and comprises, in part, a rotative feed-valve L,seated in a valve-case 36, which in this instance constitutesa part ofthe framework of the engine; gearing operatively connecting the valve Land crank-shaft D, and adapted for rotating said valve and maintaining apredetermined ratio ot" movement between the valve andA crank-shaft;means for supplying liquid to the valve, and means for supplying air tothe valve-case to eect la mixture between the y liquid and air togenerate the gas for operating the engine. This feedevalve, which ispreferably of the plug-valve variety, has an axial recess, as at 36', atits inner end, and also has a series of liquid receptacles orpockets-herein shown asthree in number, and designated by 37, 38, and39, respectivelywhich pockets open to the periphery of the valve and areshown extending radially toward the center of said valve.

The valve-case 36 is shown having a relaltively small reservoir 40 atthe upper end thereof, which has a funn el-shaped outlet 40', withVwhich the pockets f the valve L successively register duringtherotation of the valve,and'also has an inlet-opening 41- through saidreservoir, through which opening the liquid is introduced into thereservoir from the liquid-supply pipe P2. The valve-case 36 also has atthe lower side thereof an outlet-openf ing 42, with which the pockets ofthe valve L successively register, and into which outlet said pocketsdeposit their contents duringv the rotation of the valve. This outlet 42practicall y constitutes the mixin g-chamber for the air and liquid,andcommunicates with the air-supply pipe P3, and also communicates withthe engine-valve chest E' through the gas-conduit P2, aswill'be readilyunderstood by a comparison of Figs. 1, 4, 13, and 14 of the drawings.

The feed-valve L, in the form thereof herein shown, has an axially-boredstem 43, which extends through a bearing 44 on a cap 45, secured to theopen end of the feed-valve case 36, and has iixed to the outer endthereof a spur-wheel 47, which meshes with the pinion 17 on thecrank-shaft D. A spring 48 is interposed between the valve L and the cap45 for keeping the valve to its seat.

As a convenient means for spreading the liquid as it is delivered fromthe pockets of the feed-valve L and for holding the liquid near the axisof the volume of air as it passes through the mixingchamber in thefeedvalve case, I have provided a liquid-spreader, (designated in ageneral way by 8,) which, in the preferred form thereof herein shown, isin the nature of an angle-plate, and is secured in the mixing-chamber ofsaid case with the free end thereof extending upward, and terminating inthe outlet-opening of said valve-case in close proximity to theperiphery of the valve and with its angle substantially in alinementwith the axis of the air-supply.

The angle of the spreader is preferably looped or U-shaped, as `shown at49, to form a temporary retainer for the liquid, and so as to preventsaid liquid dropping to the bottom of the mixing-chamber before beingacted upon by the inflowing air;

As a convenient means for automatically regulating the supply of liquid,the feed-valve is preferably provided with a regulator or cut-oif,(designated in a general way by Pi) which constitutes one member of thefeedregulating apparatus, and is adapted for increasing and decreasingthe capacities of the liquid-receiving pockets 37, 38, and 39 of thevalve. This regulator, in the form thereof herein shown, comprises aseries of slides or cut-off plugs 37', 38', and 39', having a slidingfit in the pockets 37, 38, and 39, respectively-which pockets extendthrough, and communicate with, the exterior and interior of the valve,as shown most clearly in Figs. 13 and 14,I and a sliding actuatingmember for the cut-oif slide, which actuating member consists, l in the,form thereof herein shown, of a series of radially-disposed arms 51,52, and 53, secured to an actuating-rod IIO 54, extending through theaxialbore of the guideway 58, formed in the interior of the 1 feld-valveL.

As a means for automatically operating the cut-0E slides of theregulator P5, the actuating-rod of the sliding actuating member 50 of'saidregulator is operatively connected by means of a lever 59-wth areciprocatory member 60, mounted upon the crank-shaft Dfwhich memberconstitutes a part of and is voperated by a governor (designated in age'neral'way b y R) carried upon and rotating *--.1,-with thecrank-shaft, which governor may be of anysu'itable or usual constructionfor automatically. reciprocating the actuatingrod of the regulator. lThe reciproeatory memberof the governor is in the nature of a sleevelfitted to said shaft,` and has a periph- V eralgroove in which a pin 61upon the lfree end of the lever 59 is seated. This lever 59 is pivotallycarried near the middle portion thereof upon a crank or eccentricr 62 atthe lower end of an actuating-rod' 63, journaled lin bearings on abracket 64, which constitutes a part of the framework of the engine andlhasa pivotal connection with the regulater-actuating rod 64. Thelever-shifting rod 63is' provided at the upper' end thereof withahand-wheel 65, by means of which the same may be turned to shift. thelever andto reciprocate the cut-oif-slide actuator.

a means for holding the lever-shifting rod 63 against accidentalmo'vementabont its axis, `I have provided a spring-actuated deten't 66,which normally engages in a notch in; aI fixture on the bracket 64, aswill be vI "eadily understood by a comparison of Figs.' land 2v of thedrawings. .The 'mechanism vhere described constitutes a means forstartjing' and v,stopping the engine by hand. By operating said handlethe parts are actuated 35.

toreduce to'zero the feeding capacity of the feed-valve, and by thusshutting 0E the supply of explosive the engine is allowed to come vtorest, and this action at once results, Whatever may be theposition ofthe governor when the handle is operated. l

The governor R, which may be of any con- -struction suitable foractuating the regulator P5, comprises, in the form thereof herein shown,the cylindrical case 70, iiXed to the crank-shaft and having twooutwardly-extending brackets 71, one at each side of said ycrank-shaftga bell-crank 72, pivotally carried on each bracket andhaving its inner end in 'engagement with the reciprocatory member. aball 73, secured to each bell-crank at the outer end thereof; andconnectingsprings 7 4 between the two balls; 'It will be obvious thatany formiof governor adapted for actuating the regulator-feed maybe'employed, in lieu of the governor herein shown and described,.without departure from my' invention. I y A v i v l ,Y

Asa convenient means for igniting the gas in the exploding-chambers ofthe cylinders Q', C?, and C3, alternately, and at the requiredintervals, I have provided an ignition apparatus, (designated iu ageneral way by W,)

which, inthe preferred'. form thereof lherein shown, comprises a seriesof i'niters,(de'sig hated-ina general way' by iig) extending, one intothe exploding-chamber;of-eachl'cylinder, as shown mostrelearly inFigsnland l 4;' and a spark-generating electrical apparatushaving theterminals of its electrical circuit in connection with the igniter, andembodying a' circuit maker and breaker (herein shown as a three-wayswitch, designated by N) which isv controlled in its movements by therotation of the crank-shaft D of the eno1ne.

b In the preferred form thereof herein shown the electrical apparatusfor producing the spark for exploding the gas in the several cylinders'of the engine, alternately, comprises an alternating electrical circuithaving a pair of electrical conductors in engagement with thespark-producing terminals 77 and 78 of each igniter M', a dynamo M2 forgenerating the electrical current; a transformer M3 in ,said circuit; acondenser AM4 in said circuit;

'dynamo and circuit-breaker, the circuitlIOO` maker N is carried upon acounter-shaft 80,

supported in suitable brackets upon the framework of the engine, whichshaft carries a driving-pulley 81, connected `by a belt82 to,

a driven Wheel 83 upon the dynamo-shaft 84; and said counter-shaft isirotated by means of a spurwheel 85, carried thereon, which meshes with apinion 17 upon the crank-shaft D, as will be understood by reference toFigs.

l, 2,4 and 25 of the drawings.

It will-be understood that where it is pref-v erable to employ theignition apparatus, herein shownand described, for producing the' eX-plosions of the gas in the several cylinders, any suitableapparatusmight be employed for this purpose, within the 'scope and' limits of IIOmy invention; andv that while certain features limit ,myself to theemployment of any of the specic elements i of said electrical apparatusin connection with the other specific features of my' present invention,as such elements may be variously modified.

The igniter M', which is hereinshown in the nature of a plug, and whichis fitted in the combustion end ofthe cylinder, 'as illustrated in Fig.1, "consists, in the preferred form thereof (shown most Clearly in Figs.22, 2,3,.and2t) of an outer and innermemlbe'r and 87,'respeetively, theone 86 orf/whih win. v"preferably be 'made ofmetal 'or'other`suitjz'tbl'e cnducting material, will be externally screw.- threade'dtofit a screw-threaded hole formed Iof said apparatus constitutesubject-matterv ,of certain claims' herein, I do not desire to 4 theigniter is one of the spark-producing ter-- in the engine-cylinder, andwill also have a conical axial bore therethrough; and the inner member87 of which will preferably bel constructed of porcelain ornon-conducting material, will be iitted to the axial bore of the outermember, and will have a longitudinal recess through the center the-reof.

Extending through the inner member 87 of minals 78, which is securedtherein; and secured to the outer member 86 is the oppositespark-producing terminal 77. The spark-producin g terminal 78 is shownin the nature of a rod having a Iiange 78' near the inner end thereof,and having its outerl end screwthreaded to receive a nut 7 8,which has abearing against a piece of insulatin g material at the ward each otherto 'bring the points thereof into the requisite proximity to provide aspark-gap 89 of the desired length. The sparkproducing terminal 77 may,if desired, constitute an integral part of the outer member 86; but itis lherein shown as an elongated plate let into the periphery of. saidouter member, where it will be secured by soldering` or brazing. Asrepresented by full and dotted lines in Figs. 22 and 23, onev of theconductors of the electrical circuit is fixed directly to the innerterminal 78, whereas a connection between the other conductor of theelectrical circuit is formed between the outer terminal 77 and saidconductor by the eylin der-casing, the conductor being .secured to aplug 90, which is screwed into said casing. It will be obvious, however,that the two conductors might be connected directly with two terminals,ifA

desired. l

The engine-valve' E and the feed-valve L are so organized and timed intheir movements as to make one complete rotation every two completerotations of the crank-shaft; and the liquid-receiving pockets of thefeed-valve are so disposed as to successively deposit their contentsupon the spreader .inthe mixingchamber simultaneously with the openingof the induction-port of the engine-valve to the Asuccessiveinduction-passages of the cylinder.

During the operation of the engine, the

liquid hydrocarbon is admitted through the supply-pipe P2 into thereservoir 40, whence it passes to the feed-valve L, and is carriedaround and deposited, drop-by drop, and at regular intervals onto theliquid-spreader S in the mixing-chamber v42, vwhere it is spread andmixed with the air introduced 'through' l the air-,supply pipe P3,whence itis conducted to the engine-valve chest E', and is admittedA atregularintervals during the rotation ofto the successiveeylindersalternately and the engine-valve E, where it is exploded through themedium. of the ignition apparatus W'to drive a piston and rotate thecrank-shaft D, which crank-shaft controls the operation of thefeed-valve L and engine-valve E, one

explosion taking place at every two-thirds of ,a revolution of the,crank-shaft, as will be more fully understood by reference to Figs.

26, 27, and 28 of the drawings, which igures represent, respectively, bydotted Aradial lines k, k2, and k3, three successive positions of thecrank 12 during three successiverexplosions -of the gas, thecross-sectioned circles C', C3, vand C2 in said Figs. 26, 27, and 28,respectively, representing the alternating order of the explosions inthe successive cylinders C',

C2, and C3.

For a'mqre particular understanding of the cycle ofy operations,reference is made toFigs. 5 to12, inclusive, which represent foursuccessive quarter positions 'of the enginevalve 'E and two of thepistons of the engine. The rotation of thecrank 12 is divided into lfourquarter"stages or cyeles, the dotted lines'k, k', k2, and'k3 designatingthe four successive positions of the crank when the engine-valve E is inthe four successive positions illustrated in Figs. 5, 7, 9, and ll, re

spectively, the respective directions of movement of the crank 12 andthe valve E designated by the arrows J and J respectively.

Referring to Figs. 5 and 6, which I may, for

convenience, assume to be the first posil tions of the crank,engine-valve, and pistons,

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the crank is in a vertical position correspending tothe position shownin Fig. 26, the Iengine-valve is closed to the port-passage c', whichleads to the cylinder C', has its exhaust-port open to the port-passagec2, which to the cylinder C3, as vshown iu Fig. 5. In this position ofthe valve E, the piston of the cylinder C is slightlyremote lfromit'sextreme backward position ready to be forced forward by theexplosion of the combustiblelnaterial .in the rear end of said'cylinder,and-the pis- (illustrated in Fig. 8,) which forces the piston IIO C2backward and exhausts the products of combustion contained in C2, andduring this operation the piston of cylinder C3 has also beencmovedforward, which will cause gas to be drawn intossaid cylinder C3.

Referring to Figs. 7 and 8, which illustrate v v the second successive.positions of the crank 12 and valve E, the valve E in this position isclosed tothe port-passage of the cylinder C3, has its exhaust-port qpento the cylinder C" and its induction-port open toA cylinder C2. In thisposition ofl the valve, the products of combustionV created bythe leadsto the cylinder C?, and has its induetionport open to the port-passagec3, which leads explosion of the gases in the preceding operation areexhausted from the cylinder C by the return or backward movement of thepiston in said cylinder, the cylinder Cis drawing in gas by the actionof the piston in said cylinder, and the gas drawn linto the cylinder C2bythe preceding opera-tion is being compressed by the retractivemovement of the piston in said cylinder C3.

Referring-to Figs. 9 and 10, which illustrate the third positions ofthecrank 12 and the engine-valve E, said engine-valve has its iudaction-port open to the cylinder C and closed to the cylinders kC2 andC3. In this position oi the valve, the gas is being drawn into thecylinder C' by the advancing of the piston in said cylinder, the gasdrawn into the cylinder C2 by the preceding operation is beingcompressed by the retractive movement of the piston in said cylinder,and the gas in the cylinder G3 is being exploded.

Referring to Figs. 11 and 12, which illustrate the fourth positions ofthe crank 12 and engine-valve E, the valve E has its exhaust-port opento the cylinder C3 and is closed to cylinders C.' and C2. In thisposition of the valve, the gas is being compressed in cylinder C', thegas is being tired in cylinder C2, and the products of combustion arebeing exhausted from cylinder' C", the pistons of cylinders C' and C2being in the positions illus'- trated in Fig. 12 during this operation.

By comparison of Figs. 5 to 12, inclusive, and Figs. 26, 27, and 28, andby reference to the preceding description of the operation of theengine, it will be seen that in one cycle of operations-andcorrespondingly in the successive cycles of operationsthe gas is iirstdrawn in,A then compressed, and then exploded in each cylinder; butthese operations take place alternately with respect to similaroperations in the other cylinders; that is to say, when the gas is beingexploded in cylinder C', the products of combustion are being exhaustedfrom cylinder C2, and gas is being drawn into cylinder C3; next,cylinder O is being exhausted, the gas in cylinder C2 is bcing exploded,and the gas in cylinder C3 is being. compressed; next, gas is beingdrawn into cylinder C', is b eing compressed in cylinder C?, and isbeing exploded in cylinder C3, and next, gas is being compressed incylinder C', is being fired in cylinder C2, and the products ofcombustion are being exhausted from cylinder C3. From this descriptionof the alternating order of operation of the successive pistons in thecylinders it will be apparent that the work is uniformly distributed,that the engine is Well balanced and will run with uniformity and withlittle vibration.

The working parts of the engine will be lubricated in any usual orsuitable manner.

The crank-'shaft Dis, for convenience, provided With a iiy-Wheel O.

By the construction and organization of Valves and Val ve-actuatin gmechanism herein a different rate'of speed, the shaft and valves beingso connected and timed in their movements that the ratio of comparativemovements between the shaft and valve, respectively, shall. be as two isto one.

' In some cases-that is, when certain kinds of liquid fuel are employedto generate an explosive gas by being mixed with air, as'hereindescribed-it may be desirable to employ means other than that hereinshown for heating the air t-o evaporate the liquid; but usuallysuil'icient heat is created by exhausting the products of combustionthrough the engine-valve, as hereinbefore d escribed,to effect therequired evaporation of the mixture before the same enters theinduction-port ot the cylinder; and this method of evaporating theliquid in engines of this class is well known in the art. The foregoingstatement is considered adequate for a full understanding of thisparticular feature of the engine.

4 IIa-ving thus described my invent-ion, I claim- 1. The combinationwith an engine-cylinder, and with a crank-shaft supported for rotationin substantial parallelism with the cylinder, and with means forrotating said crank-shaft; of a liquid-feed valve and an engine-valveincopcrative connection, a-nd adapted for intermittent communicationwith the cylinder; and means controlled by the crank-shaf t forsimultaneously actuating said valves, substantially as described, andfor..

the purpose set forth. 2. In an engine of the class specified, thecombination with an engine-cylinder and a crank-shaft, supported inlongitudinal parallelism with each other, and with means for rotatingsaid crank-shaft; of a rotative liquidfeed valve; a rotativeengine-valve intermediate to, and adapted for intermittentlyestablishing communication between, the feedvalve and cylinder; androtary driving mechanism connecting the crank-shaft and valves, andadapted for simultaneously rota-ting said Valves, substantially asdescribed, and for the purpose set forth.

3. In an engine of the class specified, the combination with theengine-cylinder and IOO lIO

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crank-shaft, supported in substantial longitudinal parallelism with eachother, and with means for rotating said crank-shaf t; of a rotativeliquid-feed valve having one or more liquid-receiving pockets; arotative enginevalve having a port in communication with the feed-valve,and adapted for intermittently establishing communication between thefeed-valve and cylinder; and rotating driving mechanism connecting, andadapted for effecting, a simultaneous rotation of the pose set forth.

4. In an engine of theclass specified, the'` combination with anengine-cylinder having a port-passage leading thereto; of a rotativeengine-valveV having a port adapted -for intermittently communicatingwith the port-passage of the cylinder; a rotative feed-valve havingperipherally disposed liquid -receiving pockets; a conduit between, andinterf mittently communicating with, they port of the engine-valve and apocket of the feedvalve; aliqu'id supplyin communication with thepockets of the feed-valve; an air-supply communicating with the cond uitbetween the feed-valve and engine-valve; a crank-shaft for rotating thefeed-valve and engine-valve in synchronism; a cutfoif device carried bythe feed-valve andv adapted for varying the capacities of theliquid-'receiving pockets; a governor in operative connection with thecrank-shaft and cut-of device, and adapted for automatically controllingthe movements of said cut-oif device, substantially as described, andfor the purpose set forth.

5. In an engine of the vclass specified, the combination with anoil-conduit and an airconduit; of a feed-valve case located between,

of a liquid-supply conduit and an air-supply conduit; a normallycontinuouslyrotative l feed-valve havinga pluralityof radially-disposedfeedpockets open to the periphery of the feed-valve, and adapted forintermittently 'communicatingwith the oil-supply conduit and air-supplyconduit, alternately; means ffor continuously rotating said valve; and

means forincreasing or decreasing the ca-v pacities of the feed-pockets,substantially as described, and for the purpose set forth.

v'7'. In an engine of the class speciied, a ro-s tative feed-valvehaving a plurality of relatively-independent feed-pockets; anautomatically-operable cut-od device carried by said feed-valve, andcomprehending a plurality of cut-0E slides fitting the feed-pockets; andmeans for automatically actuating the cut-0E device. f

8. In an engine of the class specified, thev combination with avcrank-shaft, and with a series of cylinders disposed about said cranksliaft'with their axes-in substantial longitudinal parallelism withsaidcrank-shaft.; ofv

pistons located' in said cylinder; a universally-movable actuator,supported fornnove-l mentlabout a fixed axis located in the plane -ofthe crank-shaft and operatively connecting said pistonand-crankshaft;'avrotative feed-valve in geared connection with thecrank-shaft, and adapted. for intermittently communicating with thecylinders 'in' altervnating order; an oil supply and liquid supply incommunication with the feed-valve; and a governor in operativeconnection with the' feed-valve and crank-shaft and adapted forcontrolling the feed, substantially as described, and for the purposeset forth.

9. An engine of the class specified, comprehending a suitable framework;a crank-shaft journaled for rotation in said framework; a series ofpiston-cylinders disposed aboutsaid crank-shaft with their longitudinalaxes in substantial parallelism with said shaft, and each cylinderhaving an explosion-chamber at one end thereof; an ignition deviceprojected into each explosion-chamber; reciprocatory pistons supportedin said cylinders; a universally-movable crank-shaft actuatoroperatively connecting the pistons and crankshaft; a rotativeliquid-feed valve in geared 4 connectionwith the crank-shaft,and havinga series of -feed-pockets corresponding in number to the number ofengine-cylinders; an oilconduit in communication withsaid valve; anair-conduit also in communication with saidv valve, and in intermittentcommunication with the engine-cylinders; cut-oif slides in operativeconnection with the feed-pockets of the feed-valve; means controlled bythe crank-shaft for automatically actuatingthe cut-oif slides toregulate the feed; and,

an electrical spark generating apparatus..

controlled by the crank-shaft and having electrical --terminals .inconnection with the IDC i rc5 ignition devices, and adapted forintermittently producing av spark "within the explosion-chambers of theseveral cylinders, substantially as described.

lO. In an engine of the class specilied, the

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combination With the engine-cylinder having a suitable induction-port,and with the cylinder piston; of a crankshaft supported With its axis insubstantial parallelism with the longitudinal axis of the cylinder; anactuator between the piston and crank-shaft ;l

a rotative engine-valve having a port adapttently ,communicating withthe port of the cylinder; a crank-shaft; means for rotating thecrank-shaft in one direction; and drivio l 563,249

`ing means operativelyconnecting the crankshaft and rotative valve, andadapted for rotating `said valve in a reverse direction from, and at adill'erent rate of speed than, the crank-shaft, substantially asdescribed.

12. In an engine, the combinationwith the cylinder having ai.induction-port, and with the cylinder-piston; of a crank-shaftoperatively connected with said piston; a rotative liquid -feed valve; arotative enginevalve having a port adapted for intermittentlycommunicating with the port of the cylinder, and also for intermittent-ly communicating with the feed-valve; and gearing operatively connectingthe engine-valve, the crank-shaft, and the feed-valve together, andsynchronously rotating the engine-valve and feed-valve inthe samedirection at corresponding velocities, and at adifferent velocity fromthe velocity of the crank-shaft.

13. In an engine, the combination with the engine-cylinder having aninduction-port,and with the piston; ot' a crank-shaft in substantialaxial parallelism with the cylinder; a connector between, andoperatively connecting, the piston and crank-shaft; a rotativeenginevalve having its axis in substantial parallelism with thecrank-shaft, and having a port adapted for intermittently comm unicatingwith the port of the cylinder; and actuating mechanismoperativelyconnecting the cranksha-i' t and engine-valve, and rotatingthe engine-valve in an opposite direction relatively to, and insynchronism with, the crank-shaft, and foreifecting a two-to-one ratioof movement between, said crank-shaft and enginevalve, substantially asdescribed.

it. In an engine, the combination with the cylinder and its piston; of acrank-shaft and a rotative engine-valve having their axes in substantialparallelism, and in substantial parallelism with the axis of thecylinder, and actuating mechanism c'onnecting the piston crank-shaft andengine-valve, and adapted for effecting a synchronous rotation of thecrank-shaft and engine-valve in opposite dire tions, and at comparativespeeds of rela- Iively'diftereut velocities, substantially as described,and for the purpose set forth.

15. In an engine, the combination with the cylinder and its piston; of acrank-shaft and a rotative engine-valve having their axes in substantialparallelism, and substantially parallel to the axis of the cylinder; andact-uati ug mechanism operatively connect-ing the pistou,crank-shaft,andengi lie-valve, and embodying means for rotating the crank-shaft andengine-valve in opposite directions, respectively, and at comparativevelocities, the ratio of which is two to one, substantially asdescribed.

1o. In ai. engine of the class specified, the combination with theframework; of a horizontally-disposed crank-shaft; a series of cyliudcrs having their axes in substantial parallelism with, and disposedabout, the axis ot the crank-shaft; pistons Working in said cylinders;and a universally-movable crankshaft actuator supported for movementabout a fixed axis located in the plane of the crankshaft, andoperatively connecting the crankshaft and pistons, and comprehending anactuating member havin ga stem connected with a crank on thecrank-shaft, and also having a series of radially-disposed arms whichare operatively connected with the pistons; and a carrying member forthe actuating member having a pair of horizontally-disposed arms and apair of vertically-disposed arms, one pair of which are pivotallysupported in fixed bearings on the framework, and the other pail' ofwhich are pivotallysupported in bearings on the actuating member,substantially as described.

17 In an engine of the class specified, the combination with the engine-cylinder having an explosion-chamber at one end thereof, and havingan induction-port opening into said explosion-chamber, and with thepiston, crank-shaft, and connections; of a feed-valve actuated by thecrank-shaft; an en gine-valve actuated by the crank-shaft, and havingports adapted for intermittently establishing communication between thefeed-Valve and the explosion-chamber of the cylinder; an igniter havingignition-points located in the explosion-chamber; ignition apparatus inconnection with said igniter; and means in connection with, andcontrolled by, the crank-shaft for actuating the ignition apparatus, andfor intermittently creating a spark between the ignition-points of theigniter to ignite and explode the gas in the explosion-chamber,substantially as described, and for the purpose set forth.

18. In an engine in the class specified, the combination with theengine-cylinder having an induction-port, and'with the en gine-valveadapted for communicating with the port of the engine-cylinder; of arotative feed-valve located at one side of the engine-valve, and havinga slide-regulated liquidreceiving pocket located in a planeintersecting, the axial plane of the feed-valve; anautomaticallyoperable cut-ott slide fitted for sliding movement in saidliquid-receiving pocket; means for continuously rotating the feedvalve;a slide-actuator controlled by the movements of the feed-valve-rotatingmeans; A

an oil supply in comm unication with the feedvalve; an air supply incommunication with the feed-valve, and adapted forintermittent-lycommunicating with the engine cylinder through the engine-valve; andmeans for cont-inuously rotating the engine-valve, substantially asdescribed, and for the purpose set forth.

19. In an engine of the class specified, the combination with theengine-cylinders, pistons, engine-valve, and crank-shaft, and with theuniversally-movable actuator operatively' connecting the pistons andcrank-shaft; of a continuousiyrotative feedvalve in geared connectionwith the crank-shaft, and having IIO a series of radially-disposedelongated feedpockets; cut-off slides fitted for sliding movement insaid feed-pockets; means controlled by the crank-shaft for automaticallyoperating the cut-off slides to increase or decrease the capacitiesofthe feed-pockets; a mixingchamber communicating with the feed-valve andengine-valve; means for supplying airy through said mixing-chamber; anoil supply in communication with the feed-valve; and means controlled bythe crank-shaft for continuously rotating the en gine-valve,substantially as described. y

20. In an engine of the class specified, the combination with thecylinder having induction-ports, and with the engine-valve and itsactuator; of a liquid-supply conduit; an airsupply conduit; amixing-chamber in communicative relation with the liquid-suppl y conduitand air-supply conduit, and with the engine-valve chest and a feed-valvechest; a rotative liquid-feed valve located between the liquid-supplyconduit and air-supply convalve, and forautomatically actuating thecut-oif device, substantially as described, and for the purpose setforth. l V

2l. In an engine of the class specified, the combination with thecylinder and with the Y engine-valve, and with a liquid-supply convduit;and with an air-supply conduit; of a mixing-chamber between, andconnecting, the air-supply conduit and engine-valve chest; a rotativefeed-valve located between the air-supply conduit and the discharge end"of the liquid-supply conduit, and having one ormo're peripheralfeed-pockets adapted for transferring liquid during the rotation of thevalve, from the liquid-supply conduit to the air-supply conduit; a cut-odevice carried by the valve and adapted for varying the c'apacity oftheliquid-receivin g pocket or pockets; ashaft for rotatingtheengine-valve and -`the feed-valve; a governor inoperative connectionwith the shaft, and adapted for controlling the movements of the cut-0Hdevice; and an actuating-connector operatively connecting the cut-offdevice and governor, substantially as described.

22. In an engine of the class specified, the combination with theengine-cylinder having an induction-port, and with the engine-valve andits chest; l of an air-conduit in communication with said `engine-valvechest; a feedvalve chest having an outlet-opening at the lower sidethereof in communication with the air-conduit, and also having aninlet-'openin g at the` upper side thereof; a rotative feedvalve seatedin said chest, and having feedpockets adapted for successivelycommuniwith a liquid-supply conduit and an air-supply conduit; of arotative feed-valve having one or more peripheral feed-pockets adapted,during the rotation of the valve, for int-ermittently communicatingwith, and for transferring liquid from, the liquid-supply conduit to theair-supply conduit; an automaticallyoperative cut-off device carried bythe valve, and adapted for varying the capacity of each feed-pocket; ashaft for rotating the feedvalve; and agovernor in operative connectionwith the shaft and cut-o device, and adapted for controlling themovements of said cut-0E device.

24. In an engine of the class specified, the combination with theengine-cylinder; of an air-conduit and a liquid-conduit; a rotativefeed-valve between the air-conduit and the discharge end of theliquid-conduit, and having a series of liquid-receiving pockets; cutoffslides shiftably in connection with said pockets, and adapted forvarying the capacities of said pockets; and actuating mechanism inconnection with, andadapted for operating said cut-off slides,substantially as described.

25. In an engine of the class specified, thecombination of a framework,a crank-shaft, and a series of cylinders, each having an eX-plosion-chamber at one end thereof and disposed in substantialparallelism about said crank-shaft; pistons located in said cylinder; auniversally-movable crank-shaft actuator operatively connecting thepistons and crankshaft; means for intermittently supplying a combustiblemixture in regulated quantities to the explosion-chambers of the severalcylinders in alternating order; igniters having ignition-terminalslocated in the several eX- plosion-chambers of the cylinders; and elec-IOO IIO

trical spark-producing apparatus in operative i connection with thecrank-shaft, and comprehending an electrical circuit having electricalconductors in connection with the :terminals of the igniters, and alsohaving in said circuit a transformer, a condenser, and a contact makerand breaker adapted for intermittently making and breaking the circuitsto effect ignitions of the explosive mixtures in the several cylindersin alternating order, substantially as described.

26. Inan enginevof the class specified, .the combination with theframework; of a hori-4` zontally-disposed crank-shaft journaledl in saidframework; a series ofI three cylinders having their axes disposed inparallelism about the axis of the crank-shaft; pistons working in said.cylinders; a universally oscillatory actuator operatively connectingsaidy plstons and crank-shaft; a rotative enginevalve having vportsadapted for intermittently communicating with the three cylindersalternately; a rotative feed-valve in com munication with theengine-valve; a regu-V lator in connection with said feed-valve, and inoperative connection With the crank-shaft;

gearing operatively connecting the two valves` -to thecrank-shaft andadapted' for effecting a simultaneous rotation of said valves atadiierent velocity'from, and in a different era'tively connecting theignition apparatus and 4the crank-shaft, substantiallyas dezo scribed,and for the purpose sot forth.

IIURBERT C; BAKER.

Witnesses n f FRANcIs II. RicHARDs, F. N. CHASE.'

